Hydraulic engine.



gnu. 662,678. Patented Nov. 27, |900.

c. H. PECK, F. LEAcH &'N. A. JOHNS.

HYDRAULIC ENGINE.

(Application led May 1E, 1899. Renewed Apr. 6, 1900.`)'

4 Sheets-Sheef l.

(No Model.)

MEM

WITNESSES:

ATTORNEY No. 662,678. Patened Nov. 27, |900. C. H. PECK, F. 'LEACH & N.A. JOHNS.

HYDRAULIC ENGINE.

(Application filed May 18, 1899. Renewed Apr. 6, 1900.)

4 Sheets-Sheet 2.

(Ho Model.)

WITNESSES:

0 PnoTaLn-Hu.. wAsmNcToN. n v

No. 662,678. Patented Nov. 27, |900.

C. H. PECK, F. LEACH & N. A. JOHNS.

HYDRAULIC ENGINE.

(Application led May 16, ,1899. Renewed Apr. 6, 1900.)

4 Sheets-Sheet 3.

(No Model.)

WITNESSES:

No. 662,676. Patemd Nov. 27, |906. c. H. PECK. F. Lx-:AcH 6 N. A. JOHNS.

HYDRAULIC ENGINE.

(Application led May 16, 1899. Renewed Apr. 6, 1900.)

4 Sheets-Sheet 4.

(No Modal.)

Illll/ lll,

Srv/66666 9666616 qlkWMQm/ BY ma ATTORNEY WITNESSES:

UNITED Srarns amer irren.

CAID H. PECK AND FREDERIC LEACH, OF ELMIRA, NEW YORK, AND NOR- MAN A.JOHNS, OF HUNTINGTON, VERMONT, ASSIGNORS, BY DIRECT AND MESNEASSIGNMENTS, TO ADELBERT E. CARROLL, OF NEW YORK, N. Y.

HYDIRU LIC ENGINE.

SPECIFICATION forming part of Letters Patent No. 662,678, dated November27, 1900.

Application filed May l6,.1899. Renewed April 6, 1900. Serial No.11,897. (No model.)

To @ZZ tuk/07a t 'nto/gommone:

Be it known that we, CAID H. PECK and FREDERIC LEACH, residing atElmirain the county of Chemung and State of New York,

and NORMAN A. JOHNS, residing at Hunting- Y ton, in the county ofChittenden and State of Vermont, citizens of the United States, haveinvented certain new and useful Improvements in Hydraulic Engines, ofwhich the 1o following is a specification.

Our invention relates to improvements in hydraulic engines wherein thewater is admitted periodically to the cylinders; and the object of ourimprovements is to produce and utilize in such an engine as a motivepower and in addition to the power given by the direct pressure of anygiven head of water the pressure or blow produced by suddenly checkingthe momentum of the water flowing to zo the cylinder by the closing ofthe inlet-valve to said cylinder, or, in other words, to apply theprinciple of the hydraulic ram to a hydraulic engine. W'e accomplishthese objects by the mechanism illustrated in the accompanying drawings,wherein we have shown our improvements as applied to a single'actingvertical reciprocating hydraulic engine, and in which- Figure lrepresents a side elevation of the 3o engine, partly in section, on theline ce y in Fig. 2; Fig. 2, a front elevation, parts being shown insection on the line m n in Fig. 3; Fig. 3, a plan View of the engine,with the crank-shaft and connecting-rods removed;

Fig. 4, a perspective View of the piston and a portion of the valvegear;Figs. 5, 6, 7, 8, 9, and l0 details of the governor, and Fig. ll apreferred form of valve-rod.

Similar letters refer to similar parts thro ugh- 4o out theseveralviews.

To obtain the best results, we prefer to use a three-cylinder engine,and have illustrated herewith our improvements as applied to a verticalsingle-acting engine of this type.

The three cylinders rise from a chambered base, preferably all formed inone casting.

S represents the supply-chamber, which is common to all of thecylinders. From this chamber separate inlet-passages N lead to thevalves for each cylinder, a checlevalve C being provided to preventbackliow to the sup'- ply-chamber. Above each of the inlet-passages isan air-cham ber A. Back ol' the sup'- ply-chamber and beneath thecylinders is an exhaustchamber E, and between this chamber and each ofthe inlet-passages N are ports Z, which open tothe bottom of thecylinders and are put -in communication alternately with the passages Nand the common eX- haust-chamber E by the valves V. An outlet passage E/is carried up above the exhaustchamber, and the exhaust-pipe is coupledinto this outlet-passage at a point to hold the water in the ports andvclearance-spaces in the cylinders against the pistons when at the endsof their return strokes. The water is thus trapped in theeXhaust-chamber,fin the ports Z, and in the cylinders and is held incontact with the pistons when they have co1nple'ted their returnstrokes, but without eX- erting back pressure upon them. This pre ventsthe formation ofa partial vacuum or the admission of air below thepistons. To prevent siphonage of water from the exhaust* chamber throughthe exhaust-pipe, we provide the vent-pipe e at the top of passage E.

Within the cylinders are the pistons P, which are connected to thecrank-shaft above in any usual and preferred man ner,the cranks beingset at angles of one hundred and twenty degrees. At one side of eachpiston isavertical extension P', to which is connected a slotted cam-armG, which extends downward at the rfront of the cylinders and is providedwith an outward bend at the bottom end. At the front and top of thecylinders and journaled in suitable boxes J J J is a series ofvalve-levers B R, B R', B" R, the arms R R Rl of these valve-leversbeing provided with pins carrying rollers, which run in the slots in thecam-arms G, and the arms B B B" being connected to thevalve-rods D D Dfor operating the combined inlet and exhaust valves V. Each or" thevalve-levers B R and B R is provided with a hollow hub, which hubs arejournaled in the boxes J J J. From the arm R of the valve-lever'B" R" arockshaft I runs through the hollow hubs of the other valve-levers,connecting said arm R' with the arm B.

The valves V, as will be seen, are balanced valves of the piston type,being open at the top to the atmosphere and at the bottom to theexhaust-chamber, which is also under atmospheric pressure, thevalve-stem having the same-diameter as the valve. A shoulder o" seats onthe partition between passage N and port Z, and by constructing thevalverods as illustrated in Fig. 11 the length of these rods may be soadjusted as to bring this shoulder o properly on its seat when the valveis in its lowest position. The bent-out portions of the slotted cam-armsG and the reduced portions o of the valves are so located and of suchlength and formation as to cause the valves to open the port Z topassage N immediately after each piston has begun its upward stroke, andto close the port Z to passage N and open it to the exhaust-chamberEjust before the pistons reach the top of their stroke in order that thewater may follow the pistons for the full stroke and that there shall beno back pressure against the pistons on their return stroke.

In operation the water from the main-sup ply will pass into thesupply-chamber S through the pipeX and thence into the inletpassages Naccording to the opening of the valves V. In the position of the partsillustrated in the drawings the piston in the lefthand cylinder in Fig.2 is about to complete its upstroke, rotation being to the right in Fig.l, and the valve corresponding thereto has just been closed, thisclosure being ei'- fected by the cam-arm G, attached to the right-handpiston, which acts upon the arm R" of the valve-lever B" R through therockshaft I to throw the arm B down. The piston in the left-handcylinder, being near the top of its stroke, has raised the cam-arm G,

l attached thereto, so as to bring the arm R of the valve-lever B R intoengagement with the bent-out portion of said arm, and the valve for theIniddle cylinder has been partly raised thereby, but. not enough toadmit water. This middle valve is therefore just ou the point of openingthe port for admission to the middle cylinder, the crank for this middlecylinder being shown on its lower dead-center. As the piston of themiddle cylinder rises it will bring the cam-arm G, attached thereto,into operation upon the valve-lever B R to operate the valve for theright-hand cylinder, so as to admit water just after the piston for thatcylinder has passed the bottom of its stroke, and this cycle ofloperation will continue, each piston when nearing the top of its strokeactuating the valve for the next cylinder in order, holding the valvefull open While it pauses at the top of its stroke and closing the valvequickly on its descent. Upon the quick closing of each valve V thereWill be asudden stoppage of the liow of Water through the correspondingpassage N; but the water will continue to flow from the supply-chamber Spast the check-valve C into the air-chamber A, compressing the airtherein until the momentum of the water is checked, after which thecheck-valve C will close, hold ing the air in chamber A in a compressedstate, this compression varying according to the size of the air-chamberand the pressure of the water-supply. Upon the next opening of the valveV the compressed air in the airchamber will force the water under thisincreased head or pressure into the cylinder during the initialup orforward stroke of the piston, this increased pressure gradually di`minishiug until the normal pressure of the water-supply has beenreached, after which the check-valve C will open and water will flow infrom the supply-chamber through the passage N until the next closing ofthe valve V, after which compression in the air-'chamber will again takeplace.

Since the water is held in the ports and against the pistons by reasonof the raised exhaust-outlet when admission takes place, the compressedair in the air-chamber will have effect directly upon the pistonsthrough a continuous interposed Water-piston, and none of the effectwill be lost upon the pistons, as would be the case Were air allowed toaccumulate ora 'partial vacuum produced below the pistons. The passagesN being closed to the ports Z during somewhat more than half arevolution of the engine or during the return of the pistons and theirpauses at the ends of their stroke ample time is given 'for the momentumof the Water in the inlet-passages to fully expend itself in compressingtlle air in the air-chambers and for the water trapped by thecheck-valves O to become quiescent, ready for the next period ofadmission to the cylinders. It is only by this pause between admissionperiods that this ram action can be fully accomplished, and it will beseen, therefore, that such periods of shut-off from the inlet-passagesto the cylinder-ports must be provided in whatever type of engine ourinvention is applied. Thns, in a double-acting reciprocating-enginethere must be an inlet-passage with its check-valve and air-chamber foreach end of the cylinder. It is also important that the checkvalvesshould have a small lift and close quickly in order that the black fiowto the supply-chamber shall be checked immediately the flow of waterinto the air-chambers has ceased, and we may therefore use more than onecheck-valve for each inlet-passage, especially in the larger sizes ofengines. It is also important that all air should be excluded from theports, passages, and exhaust-chamber, and for this purposesuitably-located air-cocks will be provided whereby any entrapped airwill be driven outwhen the engine is rst started. Finally, the valves Vand ports are preferably proportioned to give an area of opening to thecylinders equal to or greater than the cylinder areas to attain the bestresults.

IOO

IIO

By employing a three-cylinder engine the crank-shaft receives threeimpulses in excess of the nominal water-pressure during each revolution,and the total mean effective pressure is greater and more evenlyimparted to the crank-shaft than in the case of a one or two cylinderengine. Experiment has demonstrated that by the proper utilization ofthis ram action in a hydraulic engine there is a gain in efficiency,which varies according to the head, speed, and size of air-chamber.

In Figs. 5 to l0, inclusive, is illustrated our governor, Fig. 5representing an inside elevation of the fly-wheel, showing all theattachments; Fig. 6, a front elevation with the iiy-wheel in section,this Iigu re also showing the throttle-valve, which is located in the supply-chamber S; Fig. 9, a detail of parts of the governor, in section,on the line y e in Fig. l5. Fig. l0 is a section on the line 9 s in Fig.9. Fig. 7 represents two views of the collar Q, one being a section onthe line a b in the other view. Fig. 8 is detail of the grooved ringwhich is engaged by the lever L for actuating the throttle-valve. Thisgovernor is of the centrifugal iiy-wheel type, and comprises twoweightsWV W, pivoted to the arms of the fly-wheel and provided withtensionsprings in the usual manner. From the weights XV W runconnecting-rods H H,which are coupled to ears q q on the collar Q, thiscollar Q being mounted to turn on the hub y of the iiy-wheel Y, as shownmore particularly in Figs. 9 and lO. This collar is also provided withflanges q' (1', which are engaged by guide-blocks U U, fastened to thefiywheel and projecting over said iianges, whereby the collar isrendered free to revolve upon the hub y, but is held from longitudinalmotion. On the inside of the collar Q, are provided two spiral groovesq", which engage pins on the rearwardly-projecting arms o 0 on the ringO. These arms 0 o on the ring O slide in slots in the hub y, (see Figs.9 and 10,) whereby the ring is carried around with the main shaft andfly-wheel, but is free to be given longitudinal motion along the shaftby the action of the spiral grooves q" upon the pins on the arms 0 o. Anarm L is pivoted to a bracket M projecting from the frame of the engine,and at the upper end is provided with a yoke Z, having inwardly-turnedprojections which engage the groove on the ring O. At the other end thelevel' L is connected to the rod T, which passes through a stuiiing-boxin the end of the ported pipe K, which abuts against the inlet-pipe X inthe supply-chamber S. A ported valve F is attached to the rod T, and theposition of this valve with reference to the ports in the pipe Kdetermines the amount of flow from the water-main into thesupply-chamber S.

The operation of the governor is as follows: When the speed of theengine increases, the weights W W are thrown out, causing the collar Qto turn to the right in Fig. 5. This revolution of the collar Q on thehub of the fly-wheel Y causes the ring O to travel away from thefly-wheel, thus throwing the valverod T outward andv causing the valve Ftoclose the ports in the pipe K more or less and regulating the supplyof water to the chamber S, according to the speed of the engine.

While we have described our improvements as applied to a three-cylindervertical singleacting engine, they may be applied as well to engines ofa greater or less number of cylinders, to double-acting and tohorizontal engines, and even to rotary engines, it being only importantthat each inlet-passage with iis check-valve and air-chamber shall havea 'period of cut-off from the cylinder port or ports sufficient. tocomplete the compres-sion of air in the air-chambers in order to attainthe highest efdiency. Ceriain details of the valve gear and governer wealso believe to be novel, and we do not Wish to be confined to theirparticular application as herein setl forth. Nor do we confine ourselvesto the application of our improvements to engines wherein the admissionand exhaust to and from the cylinder pass through the same port, as theymay be applied as well to engines wherein separate admission and exhaustvalves are used.

Having thus described our improvements, what we claim as our invention,and desire to secure by Letters Patent, is-

l. In a hydraulic engine, the combination, with the admission port orports, of an inletpassage leading thereto from the source of supply, acheck-valve to prevent bachflow from said passage, an air-chamber incommunication with said passage, and valve mechanism whereby the flowfrom the passage to a port is suddenly checked and whereby the passageis closed to the port or ports after each cut-off for a period of timesuficieut for the momentum of the water in said passage to be expendedin compressing the air in said air-cham ber.

2. In a hydraulic engine, the combination, with a cylinder or cylindersprovided with a plurality of admission-pori s,of a commonsupply-chamber, a separate inlet-passage leading from said chamber toeach admission-port, a check-valve in each passage to prevent backow tosaid chamber, aseparate air-chamber for and in communication with eachof said passages, and valve mechanisms wherebyA the ilow from eachinlet-passage toits admissionport is suddenly checked and whereby eachsaid passage is given a period of cut-off suficient for the momentum ofthe water in said passage to be expended in compressing the air in theair-chamber connected therewith.

3. In a hydraulic engine, the combination with the cylinder, of aninlet-passage from the source of supply, a check-valve to preventbackflow from said passage, an air-chamber in communication with saidpassage, a port to the cylinder, an exhaust-outlet, and valve mechanismwhereby the inlet-passage and Ioo IIO

the exhaust-outlet are opened alternately to the port and whereby theinlet-passage is given a period of cut-off after each opening t0 theport snfcient for the momentum of the water in said passage to beexpended in compressing the air in said air-chamber.

4. In a hydraulic engine, the combination with a cylinder or cylindersprovided with a plurality of ports, of a common supply-chamber, aseparate inlet-passage leading from said chamber to each port, acheck-valve in each said passage to prevent backflow to said chamber, aseparate air-chamber for and in communication with each said passage, acommon exhaust-chamber, and valve mechanisms whereby each port is openedalternately to its corresponding inlet-passage and to theexhaust-chamber, and`v whereby each inlet-passage is given a period ofcut-off after each opening to its port sufficient for the momentum ofthe water in said passage to be expended in compressing the air in theairchamber connected therewith.

5. In a reciprocating hydraulic engine, the combination, with anadmission-port to the cylinder, of an inlet-passage leading thereto fromthe source of supply, a check-valve to prevent backflow from saidpassage, an aircham berin communication with said passage, and a valvemechanism, whereby the flow from the inlet-passage 'to the port issuddenly checked at 0r near the end of the pistonstroke and air iscompressed in the air-chamber by the momentum of the water in saidpassage during the return stroke of the piston.

seams 6. In a hydraulic engine, the combination, with the admission andexhaust ports, of an inlet-passage leading from the source of supply tothe admission-port, a check-valve to prevent backiiow from said passage,an airchamber in communication with said passage, an exhaust-outletpositioned to retain water in the ports and againstA the piston whenexhaust is cut off, and a valve mechanism to actuate the admission andexhaust at the proper periods as and for the purpose set forth.

7. In a hydraulic engine, the combination with a plurality ot' cylindersand their admission-ports, of a supply-chamber common to all theadmission-ports, passages between said chamber and ports, a check-valveand air-chamber for each said passage, valve mechanisms coperating withthe checkvalves whereby air is compressed in the airchambers while theadmission ports are closed, a supply-pipe leading into thesupplychamber, a throttle-valve within said chamber to control theopening from said pipe to said chamber, and a governor actuated by theengine to regulate the throttle-valve.

In testimony whereof we have affixed our signatures in presence of twowitnesses.

(3A-ID H. PECK. FREDERIC LEACH. NORMAN JOHNS.

Witnesses:

A. S. DIvEN, C. TRACEY STAGG.

